Turbomachine with an electric machine assembly and method for operation

ABSTRACT

A turbomachine and method for operating a turbomachine comprising a first rotatable component and a second rotatable component each defining a rotatable speed mechanically independent of one another, and an electric machine electrically coupled to the first rotatable component and the second rotatable component such that a load level relative to the first rotatable component and the second rotatable component is adjustable is generally provided. The method includes adjusting a first load at a first rotor assembly of the electric machine electrically coupled to the first rotatable component such that a first speed of the first rotatable component is increased or decreased based on an engine condition and the first load; adjusting a second load at a second rotor assembly of the electric machine electrically coupled to the second rotatable component such that a second speed of the second rotatable component is decreased or increased based on the engine condition and the second load; and transferring electrical energy generated from at least one of the first rotatable component or the second rotatable component.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of the earliest availableeffective filing date and is a continuation application of U.S. patentapplication Ser. No. 16/838,165, which is a continuation application ofU.S. patent application Ser. No. 15/823,952, each titled “TURBOMACHINEWITH AN ELECTRIC MACHINE ASSEMBLY AND METHOD FOR OPERATION”, having afiling date of Nov. 28, 2017 and issued as U.S. patent Ser. No.10/644,630, and which is incorporated herein by reference in itsentirety.

FIELD

The present subject matter relates generally to a turbomachine, and moreparticularly, to a turbomachine having an electric machine assemblyintegrated at least partially therein, and methods for operation of theturbomachine.

BACKGROUND

A gas turbine engine generally includes a fan and a core arranged inflow communication with one another. Additionally, the core of the gasturbine engine generally includes, in serial flow order, a compressorsection, a combustion section, a turbine section, and an exhaustsection. In operation, air is provided from the fan to an inlet of thecompressor section where one or more axial compressors progressivelycompress the air until it reaches the combustion section. Fuel is mixedwith the compressed air and burned within the combustion section toprovide combustion gases. The combustion gases are routed from thecombustion section to the turbine section. The flow of combustion gassesthrough the turbine section drives the turbine section and is thenrouted through the exhaust section, e.g., to atmosphere.

Certain gas turbine engines further include electric machines thatextract energy from one of the rotors of the engine. Typically,electrical energy generated from the electric machine and the rotor isutilized for operation of aircraft and engine subsystems. Some electricmachines may further route energy to a rotor of the engine, such as todefine a hybrid electric gas turbine engine.

However, as electric machines increase in power generation andtransmission capability, there is a need for methods for operating anengine including an electric machine such as to improve overall engineperformance and operability.

BRIEF DESCRIPTION

Aspects and advantages of the invention will be set forth in part in thefollowing description, or may be obvious from the description, or may belearned through practice of the invention.

A turbomachine and method for operating a turbomachine comprising afirst rotatable component and a second rotatable component each defininga rotatable speed mechanically independent of one another, and anelectric machine electrically coupled to the first rotatable componentand the second rotatable component such that a load level relative tothe first rotatable component and the second rotatable component isadjustable is generally provided. The method includes adjusting a firstload at a first rotor assembly of the electric machine electricallycoupled to the first rotatable component such that a first speed of thefirst rotatable component is increased or decreased based on an enginecondition and the first load; adjusting a second load at a second rotorassembly of the electric machine electrically coupled to the secondrotatable component such that a second speed of the second rotatablecomponent is decreased or increased based on the engine condition andthe second load; and transferring electrical energy generated from atleast one of the first rotatable component or the second rotatablecomponent.

In one embodiment of the method, adjusting the first load level at thefirst rotor assembly is in inverse relationship relative to adjustingthe second load level at the second rotor assembly.

In another embodiment of the method, transferring electrical energygenerated from at least one of the first rotatable component or thesecond rotatable component includes transmitting electrical energy toone or more apparatuses electrically coupled to the turbomachine.

In various embodiments, the method further includes rotating the secondrotatable component at the second speed defining a minimum steady statesecond speed; increasing the first load level at the first rotorassembly; and decreasing the first speed of the first rotatablecomponent via the increased first load level. In one embodiment,rotating the second rotatable component at the second speed is based onat least one of a fuel-air ratio, a compressor exit pressure, aninter-turbine temperature, a turbine exit temperature, or an exhaust gastemperature.

In still various embodiments, the method further includes generatingelectrical energy via the first rotor assembly and the first rotatablecomponent; transmitting electrical energy from the first rotor assemblyto the second rotor assembly; and rotating the second rotatablecomponent at the second speed based at least in part on the electricalenergy from the second rotor assembly. In still another embodiment, themethod further includes decreasing a fuel flow at a combustion chambersuch that rotating the second rotatable component at the second speedbased at least in part on the electrical energy from the second rotorassembly results in approximately no change in the second speed.

In yet another embodiment, the method further includes rotating thesecond rotatable component at the second speed; generating electricalenergy via the second rotor assembly and the second rotatable component;transmitting electrical energy from the second rotor assembly to thefirst rotor assembly; and rotating the first rotatable component at thefirst speed based at least in part on the electrical energy from thefirst rotor assembly. In one embodiment, the method further includesincreasing the second load level at the second rotor assembly; anddecreasing the second speed of the second rotatable component via theincreased second load level. In another embodiment, transferring energyelectrical energy includes transmitting electrical energy to one or moreapparatuses electrically coupled to the turbomachine. In still anotherembodiment, decreasing the second speed of the second rotatablecomponent is further based on one or more of a stall margin, a surgemargin, an operating pressure ratio, a rotational speed.

Another aspect of the present disclosure is directed to a turbomachinedefining a radial direction and an axial direction. The turbomachineincludes a first rotatable component rotatable to a first speed; asecond rotatable component rotatable to a second speed mechanicallyindependent of the first speed; and an electric machine assembly. Theelectric machine assembly includes a first rotor assembly disposed atthe first rotatable component; a second rotor assembly disposed at thesecond rotatable component; and a stator assembly disposed between thefirst rotatable component and the second rotatable component. Theturbomachine further includes a controller comprising one or moreprocessors and one or more memory devices. The one or more memorydevices stores instructions that when executed by the one or moreprocessors cause the one or more processors to perform operations. Theoperations include one or more embodiments of the method for operating aturbomachine including the first rotatable component, the secondrotatable component, and the electric machine assembly.

These and other features, aspects and advantages of the presentinvention will become better understood with reference to the followingdescription and appended claims. The accompanying drawings, which areincorporated in and constitute a part of this specification, illustrateembodiments of the invention and, together with the description, serveto explain the principles of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

A full and enabling disclosure of the present invention, including thebest mode thereof, directed to one of ordinary skill in the art, is setforth in the specification, which makes reference to the appendedfigures, in which:

FIG. 1 is a schematic cross sectional view of an exemplary turbomachineincorporating an exemplary embodiment of an electric machine accordingto an aspect of the present disclosure;

FIG. 2 is a schematic cross sectional view of an exemplary embodiment ofan electric machine of the turbomachine according to an aspect of thepresent disclosure;

FIG. 3 is a flowchart outlining exemplary steps of a method foroperating a turbomachine including an electric machine; and

FIG. 4 is an exemplary compressor map.

Repeat use of reference characters in the present specification anddrawings is intended to represent the same or analogous features orelements of the present invention.

DETAILED DESCRIPTION

Reference will now be made in detail to present embodiments of theinvention, one or more examples of which are illustrated in theaccompanying drawings. The detailed description uses numerical andletter designations to refer to features in the drawings. Like orsimilar designations in the drawings and description have been used torefer to like or similar parts of the invention.

As used herein, the terms “first”, “second”, and “third” may be usedinterchangeably to distinguish one component from another and are notintended to signify location or importance of the individual components.

The terms “forward” and “aft” refer to relative positions within a gasturbine engine or vehicle, and refer to the normal operational attitudeof the gas turbine engine or vehicle. For example, with regard to a gasturbine engine, forward refers to a position closer to an engine inletand aft refers to a position closer to an engine nozzle or exhaust.

The terms “upstream” and “downstream” refer to the relative directionwith respect to fluid flow in a fluid pathway. For example, “upstream”refers to the direction from which the fluid flows, and “downstream”refers to the direction to which the fluid flows.

The terms “coupled,” “fixed,” “attached to,” and the like refer to bothdirect coupling, fixing, or attaching, as well as indirect coupling,fixing, or attaching through one or more intermediate components orfeatures, unless otherwise specified herein.

The singular forms “a”, “an”, and “the” include plural references unlessthe context clearly dictates otherwise.

The terms “low speed” and “high-speed” refer to relative speeds, such asrelative rotational speeds, of two components during operations of theturbomachine, and do not imply or require any minimum or maximumabsolute speeds.

The terms “altitude” or “at altitude” generally refer to one or moreatmospheric conditions at which a turbomachine may experience as asystem of an apparatus in flight, including an air speed or flow rate,angle of attack, pressure, density, and temperature. For example, “ataltitude” and variations thereof may refer to one or more flightconditions in which the engine, or the apparatus attached thereto, isoff of the ground, such as following take off roll of an aircraft andprior to landing.

Approximating language, as used herein throughout the specification andclaims, is applied to modify any quantitative representation that couldpermissibly vary without resulting in a change in the basic function towhich it is related. Accordingly, a value modified by a term or terms,such as “about”, “approximately”, and “substantially”, are not to belimited to the precise value specified. In at least some instances, theapproximating language may correspond to the precision of an instrumentfor measuring the value, or the precision of the methods or machines forconstructing or manufacturing the components and/or systems. Forexample, the approximating language may refer to being within a 10percent margin.

Here and throughout the specification and claims, range limitations arecombined and interchanged, such ranges are identified and include allthe sub-ranges contained therein unless context or language indicatesotherwise. For example, all ranges disclosed herein are inclusive of theendpoints, and the endpoints are independently combinable with eachother.

Methods and structures for operating a turbomachine including anelectric machine are generally provided. The methods for operating aturbomachine including an electric machine generally provided herein mayimprove overall engine performance and operability by embeddinggenerators at multiple spools of the engine, such as the low pressurespool and the high pressure spool, and transmitting energy to and fromeach spool based on engine operation. At off-design conditions (e.g.,startup, ignition, sub-idle, idle, mid-power, altitude re-light, etc.),energy may be traded and transmitted between the engine spools to reducefuel burn, improve engine efficiency, improve engine performance, andmaintain or improve engine operability margins.

Referring to FIG. 1, an axial cross-sectional view of an exemplaryembodiment of a turbomachine (hereinafter, “engine 10”) is generallyprovided. The engine 10 may generally define a gas turbine engine. Invarious embodiments, the engine 10 may define turbomachinery in general,such as turbofan, turboprop, turbojet, or turboshaft configurations,including, but not limited to, marine and industrial gas turbine enginesand auxiliary power units.

The engine 10 defines an axial direction A extended co-directional to areference axial centerline 12 provided for reference. The engine 10further defines a radial direction R extended from the axial centerline12 and a circumferential direction C extended relative to the axialcenterline 12. In general, the engine 10 may include a gas generator orcore engine 16 disposed downstream of a fan assembly 14.

The core engine 16 may generally include a substantially tubular outercasing that defines an annular inlet 20. The outer casing encases or atleast partially forms, in serial flow relationship, a compressor section21 having a booster or low pressure (LP) compressor 22, a high pressure(HP) compressor 24, a combustion section 26, and a turbine section 31including a high pressure (HP) turbine 28, a low pressure (LP) turbine30 and the fan assembly 14. A high pressure (HP) rotor shaft 34drivingly connects the HP turbine 28 to the HP compressor 24. A lowpressure (LP) rotor shaft 36 drivingly connects the LP turbine 30 to theLP compressor 22.

Although generally depicted as a two-spool turbofan engine, the engine10 may further define one or more additional spools configured betweenthe LP and HP spools, such as an intermediate pressure (IP) spoolincluding an IP compressor coupled to an IP turbine via an IP shaft.

As shown in FIG. 1, the fan assembly 14 includes a plurality of fanblades 42 that are coupled to and that extend radially outwardly fromthe fan shaft 38. In the embodiment generally provided in FIG. 1, thefan assembly 14, the LP compressor 22, and the LP turbine 30 maytogether define a low pressure or LP spool of the engine 10. Morespecifically, the rotary components of the fan assembly 14, the LPcompressor 22, and the LP turbine 30 may together define the LP spool.The LP spool rotates together about the axial centerline 12 atsubstantially the same rotational speed, such as defining a first speed.However, in other embodiments not shown, the engine 10 includes a speedreduction device that reduces the rotational speed of the fan assembly14 relative to one or more of the LP compressor 22 or the LP turbine 30.In various embodiments, the speed reduction device defines a gearassembly, such as a reduction gearbox or power gearbox, or another speedreduction assembly, including, but not limited to, hydraulic, pneumatic,or other transmission systems. In still various embodiments, the speedreduction device may define a proportional rotational speed of at leastthe fan assembly 14 relative to one or more of the LP compressor 22 orthe LP turbine 30. For purposes of discussion herein, the first speed ofthe LP spool may include another rotational speed of the fan assembly 14dependent on the rotational speed of one or more of the LP compressor 22and the LP turbine 30.

Referring still to FIG. 1, the HP compressor 24 and the HP turbine 28may together define a high pressure or HP spool of the engine 10. The HPspool rotates together about the axial centerline 12 at substantiallythe same rotational speed, such as defining a second speed. Duringoperation of the engine 10, the HP spool is driven into rotation tointake and flow a volume of air or other oxidizer, shown schematicallyby arrows 80, into the core engine 16. The volume of air 80 iscompressed as it flows across the LP compressor 22 and the HP compressor24. The compressed volume of air, shown schematically by arrows 82,exits the HP compressor 24 and enters the combustion section 26. Thecompressed air 82 is mixed with a liquid or gaseous fuel (orcombinations thereof) and ignited to produce combustion gases 86. Thecombustion gases 86 flow across and expand at the HP turbine 28 and theLP turbine 30. The expansion of the combustion gases 86 at each turbine28, 30 releases energy that generates rotation of the respective HPspool and LP spool of the engine 10.

It should be appreciated that the LP spool and the HP spool aremechanically de-coupled from one another such that rotation of one spooldoes not necessarily result in rotation of the other. However, the LPspool and the HP spool are aerodynamically coupled such that changes inrotational speed of one may result in changes in rotational speed to theother. As will be further discussed herein, the present disclosureprovides methods for operating a turbomachine, such as the engine 10,that enables changes in rotation speed of one spool while maintaining(e.g., not changing) a rotational speed in the other spool.

Referring still to FIG. 1, the engine 10 includes an electric machine100 disposed between a first rotatable component and a second rotatablecomponent. In various embodiments, such as generally shown in FIG. 1,the first rotatable component may be defined by the LP spool. Morespecifically, the first rotatable component may be defined by the rotarymembers of the LP compressor 22, the fan rotor 38, and fan blades 42 ofthe fan assembly 14. However, in other embodiments, the first rotatablecomponent may be defined by the LP turbine 30.

In still various embodiments, the second rotatable component may bedefined by the HP spool. More specifically, the second rotatablecomponent may be defined by rotary members of the HP compressor 24. Inother embodiments, the second rotatable component may be defined by theHP turbine 28.

Referring now to FIG. 2, a portion of the engine 10 is generallyprovided to show an embodiment of the electric machine 100 relative to afirst rotatable component 110 and a second rotatable component 120. Theelectric machine assembly 100 includes a first rotor assembly 101disposed at the first rotatable component 110 and a second rotorassembly 102 disposed at the second rotatable component 120. Theelectric machine 100 may generally define a generator or motor includinga rotor assembly and a stator assembly. The first rotor assembly 101 iscoupled to the first rotatable component 110, such as the LP spool, suchthat the first rotor assembly 101 may define a first rotor of theelectric machine 100. The second rotor assembly 102 is coupled to thesecond rotatable component 120, such as the HP spool, such that thesecond rotor assembly 102 may define a second rotor of the electricmachine 100.

The electric machine 100 further includes a stator assembly 115 isdisposed between the first rotatable component 110 and the secondrotatable component 120. The first rotor assembly 101 coupled to thefirst rotatable component 110 is configured to rotate at a first speedaround the fixed stator assembly 115. The second rotor assembly 102coupled to the second rotatable component 120 is configured to rotate ata second speed around the fixed stator assembly 115. The second speed isgenerally different from the first speed, such as described in regard tothe LP spool and the HP spool.

The stator assembly 115 may further include a first stator assembly 111in electrical communication with the first rotor assembly 101. Thestator assembly 115 may still further includes a second stator assembly112 in electrical communication with the second rotor assembly 102. Thestator assembly 115 is configured to provide electrical communicationbetween the first stator assembly 111 and the second stator assembly 112such that a change (e.g., increase or decrease) in a first electricalload, resistance, or impedance of one stator/rotor combination (e.g.,the first stator assembly 111 and the first rotor assembly 101) maychange (e.g., decrease or increase) a second electrical load,resistance, or impedance of another stator/rotor combination (e.g., thesecond stator assembly 112 and the second rotor assembly 102).

Referring now to FIG. 3, a flowchart outlining exemplary steps of amethod for operating a turbomachine (hereinafter, “method 1000”) isgenerally provided. The method 1000 may be performed utilizing aturbomachine such as the engine 10 generally provided in FIGS. 1-2.However, it should be appreciated the method 1000 may be utilized forturbomachines generally including a first rotatable component and asecond rotatable component each defining a rotatable speed mechanicallyindependent of one another, and an electric machine electrically coupledto each configured to transmit electrical energy generated from onerotatable component to provide rotation to another rotatable component.

The method 1000 includes at 1010 adjusting a first load at a first rotorassembly of the electric machine electrically coupled to the firstrotatable component such that a first speed of the first rotatablecomponent is changed based on an engine condition; at 1020 adjusting asecond load at a second rotor assembly of the electric machineelectrically coupled to the second rotatable component such that asecond speed of the second rotatable component is changed based on theengine condition; and at 1015 transferring electrical energy generatedfrom at least one of the first rotatable component or the secondrotatable component.

For example, in various embodiments of the method 1000 and the engine10, the electric machine 100 may be configured to enable an inverserelationship between a first load at the first rotor assembly 101relative to a second load at the second rotor assembly 102. In oneembodiment, the method 1000 may include at 1012 generating electricalenergy via the first rotor assembly and the first rotatable component.For example, during operation of the engine 10, electrical energy isgenerated via a first load at the first rotor assembly 101 coupled tothe LP spool as the first rotatable component 110. The first load may beincreased to result in a resistance that decreases a first speed of theLP spool.

In various embodiments, the transferring electrical energy generatedfrom the first rotatable component, the second rotatable component, orboth, at step 1015 includes transmitting electrical energy to one ormore apparatuses electrically coupled to the turbomachine. In oneembodiment, the apparatus may include an aircraft, land- or sea-basedvessel, etc., or various subsystems, such as, but not limited to, athermal management system, an environmental control system, engine oraircraft lighting or electrical systems, electric fan propulsionsystems, or other systems that generally require electric energy. Asanother non-limiting example, an operator of the apparatus mayselectively adjust the first load, the second load, or both, based onthe engine condition. In various embodiments, the operator may include acontroller (e.g., controller 210) or a manual adjustment (e.g., humanoperator, mechanical trigger or switch, etc.).

The method 1000 may further include at 1014 transmitting electricalenergy from the first rotor assembly to the second rotor assembly. Forexample, electrical energy generated from the first stator 111 and firstrotor 101 may be transmitted to the second stator 112 and the secondrotor 102 to promote or aide rotation of the HP spool as the secondrotatable component 120. As such, the second rotatable component 120 mayoperate on a hybrid power source of electrical energy generated fromcombustion gases 86 and the first electrical load generated from thefirst rotatable component 110, the first stator assembly 111, and thefirst rotor assembly 101.

In one embodiment, the method 1000 may further include at 1002 rotatingthe second rotatable component at the second speed defining a minimumsteady state second speed; at 1004 increasing the first load at thefirst rotor assembly; and at 1006 decreasing the first speed of thefirst rotatable component via the increased first load. In still variousembodiments, the method 1000 may include at 1003 rotating the firstrotatable component at a first speed based at least on the second speedof the second rotatable component. For example, the method 1000 at 1003may include generating combustion gases, such as described in regard toFIGS. 1-2, to generate thrust to operate the first rotatable component.

In various embodiments, electrical energy may be generated from thefirst stator 111 and first rotor 101 and transmitted to promote rotationof the second rotatable component 120 when the engine 10 is at a lowpower condition. For example, the engine 10 coupled to an aircraft mayoperate at a minimum steady state second speed of the second rotatablecomponent 120 (i.e., minimum steady state speed following startup orignition of the engine 10) such that the engine 10 produces power and asupply of air for thermal management systems, environmental controlsystems, engine and aircraft electrical systems, etc. Increasing thefirst load at the first rotor assembly 101 and the first stator assembly111 then decreases the rotational first speed of the first rotatablecomponent 110 (e.g., LP spool) which may reduce the output thrust of theengine 10 while providing sufficient air and energy for aircraft andengine systems. The reduced output thrust may reduce wear anddegradation of aircraft braking systems. In various embodiments, thefirst load at the first rotor assembly 101 and the first stator assembly111 may decrease the rotational first speed of the first rotatablecomponent 110 by up to approximately 50% relative to a minimum steadystate first speed defined with approximately no load applied to thefirst rotatable component 110.

In one embodiment, rotating the second rotatable component at the secondspeed is based on at least one of a fuel-air ratio, a compressor exitpressure, an inter-turbine temperature, a turbine exit temperature, oran exhaust gas temperature. The fuel-air ratio, the compressor exitpressure, the inter-turbine temperature, the turbine exit temperature,and the exhaust gas temperature may each be measured as generallyunderstood in the art.

In one embodiment of the method 1000 at 1006, decreasing the first speedof the first rotatable component via the increased first load may beperformed during startup of the engine 10. For example, as therotational first speed of the first rotatable component 110 increasesfrom rest or wind milling speed, the method 1000 may be utilized togenerate a minimum output thrust from the first rotatable component dueto combustion gases providing rotation of the first rotatable component,such as shown and described in regard to FIGS. 1-2. The first loadapplied to the first rotatable component 110 may reduce the first speedby up to approximately 50% relative to a minimum steady state firstspeed defined with approximately no load applied by the first rotorassembly 101 and the first stator assembly 111 to the first rotatablecomponent 110.

In various embodiments, “from rest” may be defined as approximately zerorevolutions per minute (RPM). In other embodiments, “wind milling speed”may generally define a rotational speed substantially due to an airspeed or force of air acting upon the rotational component (e.g., thefan blades 42 of the fan assembly 14) in contrast to energy derived fromcombustion gases or electrical energy.

In still various embodiments, the low power condition of the engine 10may further include one or more engine conditions at which the engine10, coupled to an aircraft for propulsive thrust, may operate duringidle or aircraft taxiing (e.g., movement of the aircraft to and from arunway before takeoff or following landing). The embodiments of themethod 1000 generally provided may reduce an output thrust of the engine10, reduce fuel consumption, and reduce wear and deterioration ofsystems such as, but not limited to, aircraft brakes.

In still other embodiments, the embodiments of the method 1000 may beutilized to control a rotational speed of the first rotatable component110 or the second rotatable component 120 during startup (e.g., initialrotation to provide air for ignition), ignition, or one or more lowpower conditions (e.g., sub-idle, idle, etc.). For example, the method1000 may be utilized to increase or decrease a load at the firstrotational component 110 and the second rotational component 120 tonormalize or more evenly distribute thermal energy at each rotationalcomponent 110, 120 to mitigate a bowed rotor start.

The method 1000 may further include at 1008 rotating the secondrotatable component at the second speed based at least in part on theelectrical energy from the second rotor assembly. For example, promotingrotation of the second rotatable component 120 (e.g., the HP spool) at alow power condition (e.g., a minimum steady state second speed) mayreduce fuel burn at low power conditions by reducing an amount of fuelnecessary to rotate the second rotatable component 120 at a desired lowpower condition. As such, the method 1000 may further include at 1009decreasing a fuel flow at the combustion section (e.g., combustionsection 26) such that rotating the second rotatable component at thesecond speed is based at least in part on the electrical energygenerated from the first rotatable component. For example, operating thesecond rotatable component 120 as a hybrid power source such aspreviously described may provide a sufficient amount of electricalenergy to rotate the second rotatable component 120 such that an amountof energy via the combustion gases 86 is reduced via reducing fuel flow,thereby improving fuel efficiency at low power conditions. Decreasingthe fuel flow at the combustion section 26 and rotating the secondrotatable component 120 via the electrical energy generated from thefirst rotatable component 110 and the combustion gases 86 may result inapproximately no change in the second speed relative to rotating thesecond rotatable component 120 only via the combustion gases 86.

In another embodiment, rotating the second rotatable component at thesecond speed may include increasing a rotational speed of the secondrotatable component based at least on the electrical energy from thefirst rotatable component. For example, electrical energy may begenerated from the first rotatable component 110, such as from fanblades 42 of the fan assembly 14, due to wind milling. In oneembodiment, wind milling may occur as an aircraft to which the engine 10is coupled is at altitude and a force of air provides rotation of thefirst rotatable component 110. The electric machine 100 may deriveelectrical energy from the first rotatable component 110 due to windmilling and transmit electrical energy to the second rotatable component120 to increase the rotational speed of the second rotatable component120. For example, the increase in rotational speed of the secondrotatable component 120 may be to increase a flow of air through thecore engine 16 for altitude re-light (i.e., starting and igniting theengine 10 while at altitude). As such, the method 1000 may furtherinclude providing a flow of fuel to the combustion section and ignitingthe fuel and air mixture at altitude.

The method 1000 may further include at 1022 generating electrical energyvia the second rotor assembly and the second rotatable component. Forexample, during operation of the engine 10, electrical energy isgenerated via a second load at the second rotor assembly 102 coupled tothe HP spool as the second rotatable component 120. The second load maybe increased to result in a resistance that decreases a second speed ofthe HP spool. As such, the method 1000 may further include at 1024increasing the second load level at the second rotor assembly; and at1026 decreasing the second speed of the second rotatable component viathe increased second load generated from the second rotor assembly 102and the second stator assembly 112.

In various embodiments, the method 1000 further includes at 1028transmitting electrical energy from the second rotor assembly to thefirst rotor assembly; and at 1030 rotating the first rotatable componentat the first speed based at least in part on the electrical energy fromthe first rotor assembly. For example, electrical energy generated fromthe second stator 112 and second rotor 102 may be transmitted to thefirst stator 111 and the first rotor 101 to promote or aide rotation ofthe LP spool as the first rotatable component 110.

In various embodiments, decreasing the second speed of the secondrotatable component is further based on a compressor map 400. Referringbriefly to FIG. 4, an exemplary embodiment of a compressor map asgenerally known in the art is generally provided. The compressor map 400may generally provide at least a stall margin, a surge margin, anoperating pressure ratio of the compressor, or an operating speed of thecompressor. As such, the compressor map 400 may be utilized to determinea present or desired operating condition of the compressor, such asrelative to one or more of a stall margin, a surge margin, an operatingpressure ratio, or an operating speed. The compressor map 400 mayfurther be utilized to determine an adjustment or control of a loadapplied or removed at the first and second rotatable components 110, 120such as described in regard to FIGS. 1-3. Although the compressor map400 is generally provided herein as a chart or graph, it should beappreciated that the data or information provided therein, such asdescribed further below, may be defined as one or more of a database, atable, a function, a chart, a graph, etc., and may further be stored,utilized, manipulated, or updated within a controller (e.g., controller210).

The compressor map 400 is generally defined by air flow rate at acompressor (e.g., the LP compressor 22, the HP compressor 24) of thecompressor section 21 on a first axis 401 and a pressure ratio (e.g.,pressure downstream at a compressor exit over pressure upstream at acompressor inlet) of the compressor at the compressor section 21, suchas shown at the second axis 402. One or more speed lines 410 aredefined. For example, the speed lines 410 may generally define aconstant rotational or corrected speed of a rotor blade tip (e.g., massflow rate of fluid corrected to ambient conditions at sea level on astandard day as generally known in the art). The compressor map 400further defines a working or operating line 420. The operating line 420generally defines points at which the engine 10 generally operatesrelative to the speed lines 410. The compressor map 400 further definesa surge line 415. The surge line 415 generally defines a region abovewhich flow is unstable, such as to result in flow separation across theairfoils of the compressor and ultimately substantially completedisruption of flow through the compressor. Compressor surge is generallyundesired in the operation of the compressor section 21, which mayultimately result in partial or complete failure of the engine 10.

The margin between the operating line 420 and the surge line 415generally defines a surge margin of the compressor. Referring back toFIG. 3, the method 1000 may be utilized to reduce the surge margin suchas to improve compressor performance while also enabling safe operationof the compressor section 21 and engine 10. For example, the method 1000at 1010, and in various embodiments, further at 1014, may be utilized tocontrol or adjust the rotational second speed of the second rotatablecomponent 120 such as to mitigate compressor stall or compressor surge.In one embodiment, the method 1000 may be utilized to reduce therotational second speed of the second rotatable component 120, such asby increasing a second load at the second rotatable component 120 viathe second stator assembly 112 and the second rotor assembly 102.Reduction in the rotational speed of the second rotatable component 120may enable the compressor to operate further from the surge line 415(FIG. 4) as necessary.

In another embodiment, the method 1000 may be utilized to increase therotational second speed of the second rotatable component 120, such asby decreasing a second load at the second rotatable component 120 viathe second stator assembly 112 and the second rotor assembly 102. In oneembodiment, the increase in the rotational second speed may furtherinclude a changing a flow of fuel to the combustion section 26, such asdecreasing or increasing the flow of fuel such as previously describedabove.

Referring back to FIG. 3, embodiments of the electric machine 100generally provided and described herein may further include one or moreof a bearing assembly, a lubricant fluid system for the bearingassembly, a starter motor, an alternator/generator, a thermal managementsystem (e.g., fuel, oil, hydraulic fluid, and/or air heat exchanger), orcombinations thereof. For example, the electric machine 100 may furtherinclude one or more pumps, sumps, dampers, supply conduits, scavengeconduits, buffer fluid conduits, etc. for a lubricant fluid system inaddition to the stator assembly 115. The electric machine 100 mayfurther include a speed reduction device, such as a transmission or gearassembly, a pneumatic or hydraulic speed reduction assembly, etc. thatmay reduce the rotational speed from the LP shaft 36 to the fan rotor38. In still various embodiments, the electric machine 100 may furtherinclude a speed reduction device that may reduce the rotational speedfrom the HP spool, such as the second rotatable component 120, to thesecond rotor assembly 112, such as to define a more useful or efficientoperating speed of the second rotor assembly 112 relative to the secondstator assembly 102.

Referring back to FIG. 1, the engine 10 may also include a controller210. In general, the controller 210 can correspond to any suitableprocessor-based device, including one or more computing devices. Forinstance, FIG. 1 illustrates one embodiment of suitable components thatcan be included within the controller 210.

As shown in FIG. 1, the controller 210 can include a processor 212 andassociated memory 214 configured to perform a variety ofcomputer-implemented functions (e.g., performing the methods, steps,calculations and the like disclosed herein). As used herein, the term“processor” refers not only to integrated circuits referred to in theart as being included in a computer, but also refers to a controller,microcontroller, a microcomputer, a programmable logic controller (PLC),an application specific integrated circuit (ASIC), a Field ProgrammableGate Array (FPGA), and other programmable circuits. Additionally, thememory 214 can generally include memory element(s) including, but notlimited to, computer readable medium (e.g., random access memory (RAM)),computer readable non-volatile medium (e.g., flash memory), a compactdisc-read only memory (CD-ROM), a magneto-optical disk (MOD), a digitalversatile disc (DVD) and/or other suitable memory elements orcombinations thereof. In various embodiments, the controller 210 maydefine one or more of a full authority digital engine controller(FADEC), a propeller control unit (PCU), an engine control unit (ECU),or an electronic engine control (EEC).

As shown, the controller 210 may include control logic 216 stored inmemory 214. The control logic 216 may include instructions that whenexecuted by the one or more processors 212 cause the one or moreprocessors 212 to perform operations such as those outlined in themethod 1000 and embodiments thereof. As such, the instructions mayinclude one or more steps of the method 1000. Still further, theoperations may include executing one or more steps of the method 1000.In addition, the control logic 216 can include an embodiment of thecompressor map 400 (FIG. 4). In various embodiments, the compressor map400 may define a table, curve, or function that may be referenced whenexecuting one or more steps of the method 1000.

Additionally, as shown in FIG. 1, the controller 210 may also include acommunications interface module 230. In various embodiments, thecommunications interface module 230 can include associated electroniccircuitry that is used to send and receive data. As such, thecommunications interface module 230 of the controller 210 can be used toreceive data from the electric machine 100, the first rotatablecomponent 110, and the second rotatable component 120. In addition, thecommunications interface module 230 can also be used to communicate withany other suitable components of the engine 10, including any number ofsensors configured to monitor one or more operating parameters of theengine 10, such as, but not limited to, the first speed of the firstrotatable component 110, the second speed of the second rotatablecomponent 120, a flow of fuel (or a pressure, volume, area, or othergeometry, or density of fuel, etc. utilized to calculate the flow offuel) to the combustion section 26, a pressure, temperature, density,etc. of the air 80, 82 around the engine 10 and therethrough. It shouldbe appreciated that the communications interface module 230 can be anycombination of suitable wired and/or wireless communications interfacesand, thus, can be communicatively coupled to one or more components ofthe engine 10 via a wired and/or wireless connection.

The embodiments of the structure and method 1000 for operating aturbomachine 10 including an electric machine 100 generally providedherein may improve overall engine performance and operability byembedding the electric machine 100 at multiple spools (e.g., the LPspool and the HP spool) of the engine 10 and transmitting energy to andfrom each spool based on engine operation. At conditions off of an aerodesign point or equivalent, such as off-design conditions (e.g.,startup, ignition, sub-idle, idle, mid-power, altitude re-light, etc.),energy may be traded and transmitted between the LP spool and the HPspool to reduce fuel burn, improve engine efficiency, improve engineperformance, and maintain or improve engine operability margins.

Still further, the various embodiments of the structure and method 1000generally provided herein may be utilized to adjust from which rotatablecomponent an aircraft or other apparatus extracts electric energy. Forexample, the method 1000 may be utilized to substantially or completelyextract electrical energy from the first rotatable component 110 viaincreasing the first load and decreasing a second load such that minimalto no electrical energy is extracted via the second rotatable component120. As another example, the method 1000 may be utilized tosubstantially or completely extract electrical energy from the secondrotatable component 120 via increasing the second load and decreasing afirst load such that minimal to no electrical energy is extracted viathe first rotatable component 110.

As yet another example, an aircraft or other apparatus may extractelectrical energy from both the first rotatable component 110 and thesecond rotatable component 120. In various embodiments, the method 1000may be utilized to extract up to approximately 95% of electrical energyfrom the first rotatable component 110 and up to approximately 5% ofelectrical energy from the second rotatable component 120. In otherembodiments, the method 1000 may be utilized to extract up toapproximately 95% of electrical energy from the second rotatablecomponent 120 and up to approximately 5% of electrical energy from thefirst rotatable component 110.

In various embodiments, a proportion of the electrical energy extractedfrom the first rotatable component 110 and the second rotatablecomponent 120 may be based at least on an engine operating condition, orchanges thereof. For example, during a relatively low power engineoperating condition, the aircraft or other apparatus may substantiallyor completely extract electrical energy from the first rotatablecomponent 110. As another example, during a relatively medium or highpower engine operating condition, the aircraft or other apparatus maysubstantially or completely extract electrical energy from the secondrotatable component 120. Still further, the structures and methods 1000generally provided herein may enable selective control or switching ofelectrical energy extraction between the first rotatable component 110and the second rotatable component 120.

This written description uses examples to disclose the invention,including the best mode, and also to enable any person skilled in theart to practice the invention, including making and using any devices orsystems and performing any incorporated methods. The patentable scope ofthe invention is defined by the claims, and may include other examplesthat occur to those skilled in the art. Such other examples are intendedto be within the scope of the claims if they include structural elementsthat do not differ from the literal language of the claims, or if theyinclude equivalent structural elements with insubstantial differencesfrom the literal languages of the claims.

What is claimed is:
 1. A method for operating a turbomachine, the methodcomprising: rotating a first rotatable component at a first speed,wherein the first rotatable component comprises a first compressor, andwherein the first rotatable component is operably coupled to a firstelectric machine; rotating a second rotatable component at a secondspeed, wherein the second rotatable component comprises a secondcompressor, and wherein the second rotatable component is operablycoupled to a second electric machine; and transferring energy generatedfrom at least one of the first electric machine or the second electricmachine to adjust the first speed or the second speed based on acompressor map determinative of a desired operating condition relativeto one or more of a stall margin, a surge margin, an operating pressureratio, or an operating speed.
 2. The method of claim 1, wherein thefirst rotatable component is a low pressure spool of the turbomachine,and wherein the second rotatable component is a high pressure spool ofthe turbomachine.
 3. The method of claim 2, the method comprising:adjusting a second load at the second electric machine to adjust thesecond speed based on the compressor map relative to the secondcompressor.
 4. The method of claim 3, wherein adjusting the second speedbased on the compressor map comprises decreasing the second speed at thesecond rotatable component by increasing the second load at the secondrotatable component.
 5. The method of claim 4, the method comprising:transmitting energy generated from the second electric machine to thefirst electric machine, wherein rotating the first rotatable componentat the first speed is based at least in part on energy from the firstelectric machine.
 6. The method of claim 1, wherein rotating the secondrotatable component at the second speed is based on combustion gasesgenerated at a combustion section and a first load generated at thefirst electric machine.
 7. The method of claim 6, the method comprising:decreasing a fuel flow at the combustion section; and rotating thesecond rotatable component via the combustion gases and energytransferred from the first rotatable component.
 8. The method of claim7, the method comprising: maintaining the second speed at the secondrotatable component at approximately no change while decreasing fuelflow at the combustion section and rotating the second rotatablecomponent via the combustion gases and energy transferred from the firstrotatable component.
 9. The method of claim 1, the method comprising:increasing the second speed based at least in part on energy generatedfrom the first electric machine.
 10. The method of claim 2, the methodcomprising: adjusting a first load at the first electric machine toadjust the first speed based on the compressor map relative to the firstcompressor.
 11. The method of claim 10, wherein adjusting the first loadbased on the compressor map comprises decreasing the first speed at thefirst rotatable component by increasing the first load at the firstrotatable component.
 12. The method of claim 11, the method comprising:transmitting energy generated from the first electric machine to thesecond electric machine, wherein rotating the second rotatable componentat the second speed is based at least in part on energy from the secondelectric machine.
 13. A turbomachine, the turbomachine comprising: afirst rotatable component forming a low pressure spool comprising afirst compressor, wherein the first rotatable component is rotatable toa first speed; a second rotatable component forming a high pressurespool comprising a second compressor, wherein the second rotatablecomponent is rotatable to a second speed; a first electric machineoperably coupled to the first rotatable component; a second electricmachine operably coupled to the second rotatable component; and acontroller configured to store instructions that perform operations whenexecuted, the operations comprising: rotating the first rotatablecomponent at the first speed; rotating the second rotatable component atthe second speed; and transferring energy generated from at least one ofthe first electric machine or the second electric machine to adjust thefirst speed or the second speed based on a compressor map determinativeof a desired operating condition relative to one or more of a stallmargin, a surge margin, an operating pressure ratio, or an operatingspeed.
 14. The turbomachine of claim 13, the operations comprising:adjusting a second load at the second electric machine to adjust thesecond speed based on the compressor map relative to the secondcompressor, wherein adjusting the second speed based on the compressormap comprises decreasing the second speed at the second rotatablecomponent by increasing the second load at the second rotatablecomponent.
 15. The turbomachine of claim 14, the operations comprising:transmitting energy generated from the second electric machine to thefirst electric machine, wherein rotating the first rotatable componentat the first speed is based at least in part on energy from the firstelectric machine.
 16. The turbomachine of claim 13, the turbomachinecomprising: a combustion section configured to generate combustiongases, wherein rotating the second rotatable component at the secondspeed is based on combustion gases generated at the combustion sectionand a first load generated at the first electric machine.
 17. Theturbomachine of claim 16, the operations comprising: maintaining thesecond speed at the second rotatable component at approximately nochange while decreasing a fuel flow at the combustion section androtating the second rotatable component via the combustion gases andenergy transferred from the first rotatable component.
 18. Theturbomachine of claim 13, the operations comprising: increasing thesecond speed based at least in part on energy generated from the firstelectric machine.
 19. The turbomachine of claim 13, the operationscomprising: adjusting a first load at the first electric machine toadjust the first speed based on the compressor map relative to the firstcompressor, wherein adjusting the second first based on the compressormap comprises decreasing the first speed at the first rotatablecomponent by increasing the first load at the first rotatable component.20. The turbomachine of claim 19, the operations comprising:transmitting energy generated from the first electric machine to thesecond electric machine, wherein rotating the second rotatable componentat the second speed is based at least in part on energy from the secondelectric machine.